Automatic transmission



Feb. 2, 1943. I 0. H. BANKER 1 Re. 22,259

' AUTOMATIC TRANSMISS ION Original Fi leq'ua 29, 1935 a Sheets-Sheet 1In IINVENTOR.

Z. ATTORNEY Feb. 2, 1943. o. H. BANKER AUTOMATIC TRANSMISSION 3Sheets-Sheet 2 INVENTOR.

*BYdvu Original Filed May 29, 1935 A Fromm Feb, 2, 1943. 0. H. BANKERAUTOMATIC TRANSMISSION Original Filed May 29, 1935 3 Sheets-Sheet 3INVENTOR.

M ATTORNEY- ,ond speed clutch is the shafts, this Rama Feb. 2, 1943Oscar H. Banker,

Products Corporation,

tion of Delaware Chicago, 111., aslignor to New Chicago, III., acorpora-.

O 'itlnal No. 2,171,534, dated September 5, 1939,

Serial No.

24,035, May 29, 1935.

Application for reissue August 30, 1940, Serial No. 354,901

27 Claims. -(01. 74 -260) The invention relates to automatic sions andmore transmissions. One object of'the invention is to provide 'atransmission which simplifies and improves such transmisparticularly toplanetary type structures heretofore proposed by me and especially thatof 'my prior U. S. Patent No. 1,996,790 dated April 9, 1935.

According to the formed as an ove Jaw type clutch with the clearance ofthe laws or backlash greater than the backlash of the gears, so thatthere is a certain'freedom of movement between the two transmissiondrive shafts which enables the manual or automatic operation of the highspeed clutch to be smoothly efiected. It is to be noted that due to thedifferential action of the planetary gears and the fact that one of thetransmission drive shafts is coupled with an .overrunning roller clutchthat is apt to pick up any little movement of the shafts is important.The low shaft of the transmission has one end mounted on a solid bearingprovided on the carrier which is mounted to the quietness of thetransmission. The direct drive connection is made with the driven shaftthrough a singlestralght Jaw automatic clutch which is also releasableby a manual control.

A further object of the invention is to provide a brake mechanism,preferably associated with the low 1 speed clutch, which permits thespeeding up of the shift of transmission. Thus it may be used to slowdown the engine quicker than it can be decelerated so asto speed up theshift under normal running conditions or it may be used when the vehicleis in neutral and previous to engagement for forwarder reverse.

Under the last named conditions the operator may be racing the motor, asduring the warming up period. and when he tries to decelerate the motoragain so as to facilitate putting the transpresent invention the sec- Isolidly on bearings at its opposite ends making a rigid suspensioncontributing freedom of movement between ear drive 4 the speedresponsive means power operated as by means of vacuum pressure from theintake manifol A further object of the invention is to provide anarrangement whereby the automatic opera-' tion of the second speedclutch is speeded up as compared tomy former constructions and moreparticularly ,the'mounting of the weights for upon the main en- 8111cclutch. so that they can be energized much sooner and a quicker shiftfrom low to second accomplished.

A further object of the invention is to provide a transmission of thetype above described in which the second speed jaw clutch may be movedmanually so that when the engine is being raced in neutral the jaws willbe separated and also so that an engagement, independent of thecentrifugal clutch mechanism, may be effected thus facilitating startingthe car in second gear and also its disconnection from its power driveto bring the transmission The invention further consists in the severalfeatures hereinafter set forth and more particularly defined by claimsat the conclusion hereof.

In the drawings: Fig. 1 is a vertical sectional view of a transmissionembodying the invention, some of the mission in either forward orreverse the heavy masses ofthe low speed clutch will not slow down fastenough and consequently in that instance he can apply the brake to saidclutch and thus bring about a condition which will enablehim to shiftquickly. According to the present invention the control of this brakemechanism is without any additional foot lever through the associationof the control with the accelerator pedal and the brake mechanism isinterior parts in their shown in full;

Fig. 2 is a detail sectional view taken on the line 2-2 of F18. 1; v

Fig. 3 is a detail view partly in section of one lower half portionsbeing of the controls;

Fig. 4 is a detail view of control mechanism for the transmissionmechanism;

Fig. 5 is a detail vertical sectional view showing certain modificationsin the forward part of the transmission;

Fig. 6 is a detailed view partly in section of certain modifications inthe high speed clutch mechanism;

Fig. v7 is a detailed vertical sectional view showing a certainmodification in the forward part of the transmission;

Fig. 8 is afragmentary and enlarged view showing the actuating mechanismfor a band brake.

Fig. 9 is another'fragmentary and enlarged cess toparts of the brakeactuating m of Fig. 8.

} Referring to the drawings, and more particularly to Fig. 1, thenumeral designates the engine drive shaft'or crank shaft connected bybolts 5 to the enginesfly wheel 1 enclosed in the front end of a case 8which has a bearin -carrier wall 5, intermediate its ends, and has atone end an end plate Ill detachably secured to it and also an endsection II detachably secured to it and said end' plate. Removable topcovers I! and I! are provided 'for openings giving accasing 8 and acover l4 for. an opening l5 in'the end section II which also has apumpcasing' section l5 connected to it.

The transmission drive shaft l1 has one end journaled in a ball bearingjournal I! whose outer race is mounted fly wheel 1 and "hub member I!which is connected to the fly Iplanet gear carrier wheel through thebolts 5, the other end 20 of said shaft having a part which is joumal'edin a roller bearing, journal 2| mounted in a plate or wall portion 21which is solidly connected, as by rivets 23, with one of the parts ofthe planetary transmission carrier 24. A gear 25 is formed integral withor connected to the shaft l'l adjacent the bearing 2 I.

A tubular transmission drive shaft 25 havinga gear 21 formed integraltherewith or connected to one end thereof is mounted to turn on andrelative to partof the turn journaled in a bushed hub 24' forming one ofthe hub ends of the planetary carrier it which hub in turn is journaledin a ball bearing journal 2t whose outer race ring 28 is mounted on asupporting ring 3|! having arms 3| (one of which is shown), said armsbeing radially disposed and detachabiy bolted to the bearing wall '9. Adriven shaft 32 has one end provided with a bore 55 to loosely receivethe extended part of the end '25 and is journaled on the hushed bearing"34' of the hub of the section 35 of the planetary carrier and its on aball bearing 34. The shaft 32 has a driven gear 35 formed integraltherewith or connected thereto. The section 35 of the carrier has its;hub 31 in turn ioumaled on a ball bearing journal 38 carried by theremovable end plate it. Thus the planetary carrier is solidly mounted torevolve in the bearings 25 and 38 and the inner end of the drive shafti1 ,is solidly mounted to revolve'in the ioumal bearing 21 thatiscarriedby saidcarrier.

The parts of the planetary casing or carrier 24 have planet gear shafts,one of which 39 is shown mounted in ball bearings 40' carried by thesections of said carrier and upon which the compound planet gears 4|,42; and 43 are mounted, these gears being either separate or formedintegral with the shaft 39 as desired or found necessary by the type ofgear used. Gears 4i, 42, and 43 mesh respectively with the gears 21, 25,and 35.

It will be understood that two similar sets of compound gears aredisposedequidistant from each other and from the set shown to providethree sets of compound gears with a 120 axial spacing. V 1

With the above arrangement, low speed is obtained when thegear '25 isthe driver and the is held against rotation, the drive then being fromthe shaft I! through gears 25,42, 43, 35 to the dr'lven shaft 32; secondspeed when the-shaft 25 with its gear 21 is the driver v 22,259 viewshowing the lever and cable for the band rotate freely and the shaft inan axial recess in the clamped in position by a flanged drive shaft i1and is in other end portion is journaled 45 and the planet gear carrieris held against rotation, the drive then being from the shaft 25 throughgears 21, 4|, 43, 38; high speed when the planetarycarrier and its gearsrevolve with the shafts If and 32; and reverse is obtained when theplanetary gear carrier is allowed to rotation while the gear 25 meshingwith the gear 4i drives the planetary gearcarrier around gear 21 in ananti-clockwise direction,-and thus, through the gear 43 drives the gear35 and the shaft 32 in the reverse direction to that of the V shaft llandat a speed of about low gear ratio.

For obtaining the drive from the engine shaft 5 any suitable speedresponsive clutch mechanism, such as that shown in my prior U. S. PatentNo. 1,843,195, dated February 2, 1932, may be used though I prefer theclutch mechanism shown and more particularly described in theaforementioned U. S. Patent No. 1,996,790 and my prior U. 8. Patent No.2,042,454 dated June 2, 1936. Briefly, this clutch mechanism embodies asupport 44, clutch shoes 45 carried thereby, through slidablymounted-anchor pins 45, inter mediate their ends and, under the actionof speed responsive mechanism, movable into clutchin engagement with thedrum 41. The speed responsive mechanism includes the weighted levers 48,each of said levers being pivotally mounted pin carried'by' by a link 50to an determined value the weighted end of the levers 48 swing outwardlyagainst the action of the springs and this movement is transmitted bythe links 50, 52, and links 53 to the ends of the shoes 45 to bodilymove them into'engagement with the drum 41 and against the action of thesprings 55. The support 44 isv keyed at 51 to the hub of the member 15,and its hub has the equalizer 5| mounted thereon: v

v The drum 41 has a web portion 55 connected by bolts 59 ton hub member50, the clutch drum '5! of a one way roller clutch, and one of theclutch elements 52 of an overrunning law type clutch. The'one'way rollerclutch also includes the rollers 53 and the actuator member 54 splinedto the shaft IT. This clutch hasnot been shown in detail but is similarto the roller clutch shown in detail in Fig. '3 of Patent'No. 1,843,195,and acts in low gear to connect automatic clutch previously describedconnecting the transmission to' the engine shaft 5 and also permits'the'shaft l1 to free wheel when the shaft 15 becomes a driver.

While in low gear, the gear 4| being a part of ,the compound planetgears and in mesh with gear 21 causes said gear 2'! to turn in aclockwise direction at a higher speed than the gear I5 associatedtherewithand at a predetermined speed, for example, ten to twelve milesper hour car speed, causes the operation of the speed responsivemechanism that connects the shaft '25 with the shaft 5 to '-obtainsecond speed through the gearing previously set forth, and permits ofthe automatic driving release of the 25 is held against associated witheach the shaft I1 to the the lever 86 engage a flanged collar 12 postthe brake drum formed thereon adapted to I} ward drive bya shiftable jawclutch member 18 n1. slidably splined at .19 upon p 22,259 shaft IIthrough theoverrunning action of the sponslve mechanism includingweighted levers 66, one of which is shown pivotally mounted on pin 61carried by a bracket 8| whose shank connects together aweightmovement-limiting and supporting drum 6! and a clutch also'splinedto the shaft 26. The ends ll of the and a coil spring I3 forms ayieldable driving connection between'this collar 12 and the clutchmember 65 itself, saidmember being normally urged to a withdrawnposition by means of spring 65' interposed between the collar 12 andbolts secured to drum 69, said collar then engaging a stop 12' on themember 65. Y

Thus with the above described construction when the speed of the shaft26 reaches the desired value the weighted levers 66 through the actionof centrifugal force are thrown out and exert through the collar 12 andspring 13 a. pressure on the clutch element 65 causing it to move towardthe mating clutch element 62 and permitting it to overrun said elementuntil on a temporary reduction in speed of the drive shaft the parts 62and 65 are permitted to synchronize and then the inclined teeth ofclutch jaw 65 snaps into intermeshing engagement with the matinginclined toothed Jaw 62 and second speed drive through the gearingpreviously described is established.

In the condition of the low and second speed ratios as the change speedgearing is of the planetary type, there is a tendency for the planetarygear carrier 24 to be revolved in the reverse direction to the drivengear and means are provided to utilize this tendency to automaticallylock the planetary gear carrier against reverse movement which is shownhere. as a one way brake, similar to the one way roller clutch includingthe clutch rollers 63 previously described, except that the brake drum His adapted to be held stationary and be engaged by the rollers 15 underthe usual wedging action of the actuator 16 (keyed to the hub 24' of theplanetary carrier) on the tendency of the planetary gear carrier torotate backwards or anti-clockwise as viewed from the right in Fig. 1and thus stop this backward rotation. A roller brake of this generalform is shown in Fig. 3 of No. 1,937,503, dated December 5, 1933.However, in the present instanceisince the planetary carrier is adaptedto turnf-imder conditions of reverse drive,v means are provided forreleasing this automatic brake for reverse, and for this pur- It hasclutch teeth 'i'l be engaged for forof the fixed frame member 3| andreleased for reverse and shifted so that it meshes with the clutchgearIll and holds shaft '26 and gear-21 stationary.

It is to be noted that the automatic brake mechanism may be releasedwhen the driven shaft, relatively speaking, .reaches or exceeds thespeed of the driver and this movement to brake disengagement positionmaybe eflected by the operator's decelerationof the engine temmy prior U.S. Patent the hub portion 3T .shaft 26 and in Fig. l operable throughspeed regear 10 have provided a having a shifter fork 9l-operative1yconnected to a and adapted to engage the 3 porarily so as" to decreasegear relative to that of the driven shaft I2, as by throttling.Consequently, when the vehicle is in second speed and the driver wishesto go into high speed or direct drive, the engine speed so that thedriven shaft 32 becomes the driver tending to turn the engine throughthe planetary gears and in so doing re-' leases the planetary carrierfrom the automatic brake mechanism and turns said carrier in thesamedirection as itself. Under these conditions the planetary carriermay be coupled directly to the driven shaft, and this operated highspeed clutch.

This high speed clutch includes a straight jaw clutch member splined tothe driven shaft 32 and adapted to be coupled to the hub 31 of theplanetary carrier through a member 8| splined thereto and having a drumportion 86 and to -slidably mounted on the clutch member 82 andtransmitting the thrust of said levers. to said element through thecoiledspring 89. g The speed responsive mechanism, since it is mountedon the hub of the planetary carrier, is stationary when the transmissionis in low or second speed, but

when, as previously noted, the operator while in second speed releasesthe automatic brake for the planetary carrier, then the planetarycarrier is free to revolve and in doing so it revolves the drum 86, andthe weighted levers 83- move outwardly under the action of centrifugalforce and act on the collar 88 and the spring 89 to move the clutchmember 82 toward the right so that its teeth may mesh with the teeth ofthe clutch member 80 to couple the planetary carrier directly with the,driven shaft, and under theseconditions the planetary gearing unit andrevolves with the drive shaft 26 and the driven shaft 32 which shaftsare then connected through the automatic clutch including the drum 41direct to the engine shaft ,5 for high speed ordirect drive.

It is sometimes desirable during driving to change from fhigh speed ordirect drive to second or a lower speed and for this purpose I manuallycontrolled shaft 90 pressure plate 82 shiftable clutch element 82 andmove it toward the left to a release position which is also its positionin the neutral and gear as shown in Fig. l.

It is some times desirble to maintain the. vehicle in second so as itisdesirable under certain other conditions met carrier against rotation.

has to negotiate dimcult or uneven ground when the speed of the driverhe decelerates' is done in the present instance through an automaticspeed responsive is looked as a to permit the engine to act as a brakewhile descending steep grades, and also 24, the brake band 93 with whichit is necessary to utilize all the available torque of the engine in lowgear as, for example, to get one or more of the wheels out of a hole ordepression and on such an occasion the members 84 and 9| are shiftedtofput the transmission in neutral andthus prevent operation of thesecond speed clutch and'freethe planetary gear carrier and then race theengine to build torque and while it is inthis condition gradually applyabrake to .the planetary; carrier and thereby deliver the full torqueof' the engine through "low'speed gear ratio.

thegearing at" the In- Fig.1 I show for this purpose a hand brake 93 ofthe external contracting type adaptedto be moved into braking engagementwith the drum 86 through any suitable mechanism, one such mechanismbeing shown more in detail in the aforementioned U. S. Patent No.1,996,790 and brieflyidisclosed and described herein. a

This mechanism includes the brake drum secured to the hub 31 of section35 of the carrier of conventional form of the external contracting type,8) adjustably secured by a boltI1I pivotally connected to one arm of alever I12 fixed to an oscillatory shaft I13, the other arm of saidleverbeone end I10 (see Fig.

ing connected to the other end. of said band by a .pin I14, the bandbeing of the lined spring metal type held in a released position byadjustable stop screws (see Fig. 6 of Patent No.

1,996,790), and an actuating lever I15 being sethe clutch element 82 outof engagement with i cured to the shaft I13. This lever I15, shown inFig. 9 'as mounted on 'the extended. end of the shaft I13, on actuationturns the shaft I13 to swing the lever I12 counterclockwise to reducethe effective distance be'tween the ends of the band to apply the braketo the drum 05. The mechanism is urged to brake released position bymeans of a tension spring I10 acting on the actuating lever I15 and isswung toapply the brake through the medium of a cable I11 connected atone end to the free end of the actuating lever I15 and leading to apoint accessibleto the operator of the vehicle in which the transmissionis incorporated.

It is known that with a mission, when the driven gear drives the driver,the planetary carrier revolves in the same direction as that of thedriver gear and, by the use of the brake above described, when theclutch member 82 is released from the driven shaft 32 under conditionsof forplanetary type transdriver and faster than the warddrive, thusputting the vehicle in second speed, this speed may be maintained forlocking purposes only or braking the car by the engine as long asdesired by the application of the brake band 93 to the drum 00. a

It has been previously noted that the clutch member 18 is shiftable andfor this purpose, in

Fig.1, 1 show a part of a shifter member 94 which has the usual pinsadapted to engage in the annular groove 85 of the member samelongitudinally while the member is swung about an intermediate pivotalmounting. In Fig. 4 the controls are shown somewhat diagrammatically andthe numeral 80 designates the shaft the shift lever 34 is connected, theshaft 88 having a'lever 81 secured thereto at one end and connected by alink 80 with a lever 88 mounted to turn about a pivot I00 and'having acam IOI movable with it. The shaft 90 has a bell crank lever I02connected thereto with one of .the arms carrying-a roller I08 adapted toengage" 10 and to shift the ing the shift, and in dotted line position,

sion may be driven in low,

for another manually controlled wire I08 is pivotally connected at I01to the intermediate portion-of the lever 81. As shown in the drawings,in Fig. l, the member 18 and the shaft 90 are in neutral position, andthe controls for the shafts and are shown in full in neutral position inFig.- 4. If now the operator pulls on the wire I08 so as to swing thelever 91 upwardly to the the connection of the shaft 88 with the shifterfork 84 will cause this fork to move the shiftable clutch member 18toward the right as viewed in frame 30 with the brake drum 14 because ofthe clutched engagement between the teeth of the member 10 and the teeth11 of said brake member. This upward movement also acts through the link88 and lever 98 to swing the cam IIII about the shaft I00 as the cammoves away the lever I02 moving fork 9| and shoe 92 away from clutchmember 82 to permit its free operation. With the controls in thisposition the transmis second, or high gear for forward drive. If, aspreviously noted, while in high it is desired to shift back to second,the pulling of the wire I04 will act to swing the lever I02 upwardly andshift the shaft 90 so as to move the pressure member 92 toward the leftto bring upper dotted line position to the neutral or to reverse, thecam Ill actson the roller I03 to shift the lever I02 toward the left asviewed in Fig. i to disconnect the high speed clutch in-the same mannerthat the independent movement of said lever by the wire I04 disconnectsit. When the lever 91 is in neutral position, the shaft 80 has acted onthe shifter lever 94 to bring the shiftable clutch element 18 into theposition shown in Fig. l and then as-the lever to its lower or reverseposition, the shifter lever 84 acts to move the clutch. member 18 sothat its teeth engage with the clutch gear 10 which is keyed to thesecond speed shaft 20 and consequently holds this shaft againstmovementwhile the planetary gear carrier is free torotate' about the gear 21 andin doing so act through the planet gears, as previously described, toturn the shaft 80 in the reverse direction from that of the then driverI1 and at a speed of about low gear ratio.

It is to be noted that the overrunning second speed clutch 82, 05 willnot engage directly, but that it requires a temporary deceleration ofthe clutch member 02 in order 02 and 05 to synchronize. In someinstances the ing down of'the engine may than the operator considerstake a longer period necessary for effectorder to effect this shift moreexpeditiously a brake mechanism has been provided to slow down therotation of the clutch member 02. This brake mechanism is preferably inthe form of a brake band I00 of the external contract g type adapted toengage with the drum of the low speed automatic centrifugal clutch. Asshown'in Fig. 2 the brake band I00 is formed of half sections pivoted atone of their ends at I08 to a,bracket,,IIO mounted onthe housing 8, thefree ends of the brake sections I08 being apertured to receive the rodIII which Fig. 1 so as to connect the 91 is swung downwardly to permitthe elements said brake sections I08 this purpose a vacuum brakecylinder 8 is mounted on the housing 8 and has a piston IIl workingtherein and link II8 to the free end of the lever II4. A release springI I8 is interposed between the top of the cylinder and the piston ill tomove the piston to release position When, however, a vacuum pressure isproduced in the upper end of the cylinder, the atmospheric pressure actson the other side of the piston to move said piston II I outwardly, andthen the camactuator II 4 is tilted about the pin II3 so as to pull onthe rod III and tend to shorten the distance between the free ends ofthe brake band or shoe I08 so as to cause a braking pressure to beexerted on the drum 41. The vacuum pressure is preferably receivedthrough piping I28 connected with the in take manifold I2I of the engineand is controlled by the valve shown in detail in Fig. 3. The valveembodies a casing I22 in which a piston I23 works and controls thesuction in the piping I20. A spring I24 is interposed between the lowerend off the oppositely disposed ports I25 and I26 in the piping I20.When, however, the valve I23 is moved downwardly to bring the annularrelease groove I21 in line with the .ports I25 and I26, the vacuumpressure'will be established to the interior of the brake cylinder H6and the brake will be applied. When the piston I23 is in its upperportion, a port I23 in it and a port I22 in the casing establishcommunication with atmosphere for the brake pipe I20 to assist in therelease of the brake through the braking of the vacuum in-the brakecylinder II8. A convenient means for operating the valve, the extendedstem I28 thereof is positioned to be engaged by the lower end I29 of theusual ac- I30, when said end I29 is moved cylinder II8 the drum 41.

Where it is desired to disconnect the second between th free ends of,

til

operatively connected by a v is slidably mounted on r as said upper endswings drum 69 and member I0.

construction the member I0 and the clutch'druin 63 are slidably keyed orsplined on the shaft 28. together with the jaw clutch member 85 which ismovable with or relative to these parts. For moving these a rod I andhas its fork an annular groove I36 formed and drum 69, said fork portionworking in between the member I0 being normally held in tion by a springill but adapted to be shifted manually through the engagement of theupper end I38 of the fork 94 with a lug I39 on said fork about itscenter I40 and its lower end acts through. the groove 95 to shift theclutch member I8 to a direct drive position. Springs similar to thesprings 65' engage the collar I2 to hold it against its stop I2 and alsoact to yieldingly connect the clutch member with The fork 94 shown inFig. 1 is identical with that shown in Fig. 5 and similarly pivotallymounted intermediate its ends. Under normal driving conditions when themember 94 has been shifted to the position for for-i 68 when the vehicleis in therein and splined to charge valve I49 way roller brake warddrive, the shifter fork I34 has been moved from the separated neutralposition shown in Fig. 5 into the then by a I34 the la when theautomatically as in the tion through the action of the governor weightsmotion.

an eccentric I mounted the driven shaft 32 and engaging a pump plungerI42 held thereagainst by- The casing I6 has a spring I43-ai'1d workingin a 'bore I44 in said casing. The lower end of the bore I144 has asuction valve seat member I45 mounted therein provided with a suctionvalve I46 controlling the passage of lubricant from the passages I41, I48 to the body of the pump and a spring pressed disin a valve'fittlngI50 controls the discharge from the pump to a passage I5I which conductsthe lubricant to a passage 152- in the hub of clutch member 80 fromwhence it proceeds by an opening I53 into an axial duct I54 in the shaft32 which communicates with a similar centrally disposed duct in theshaft H, but not specificall shown, from which radial passages lead offto the various parts to be pressure,- lubricated. As an example I showthe passage I55 in the shaft I1' connected by an'annular groove I56 witha passage I51 through the parts 26, 24' and I6 to the working surfacesof the one including the rollers I5. The oil delivered to various partsis eventually thrown off of the rotating masses into the casing bycentrifugal force and drains down into a sump I 58 provided with aremovable filter I59 insertable through an opening I 60 in the casingsection 8 and yieldingly held in place by a removable cover I8I andspring I62, the passage I48 being connected by passages I63 and I64 withsaid sump.

The operation in brief is as follows: With the vehicle at rest and thecontrol shafts 96 and in a neutral position, the operator starts the englue in the usual manner. After the engine has forward drive where itstays under all ordinary conditions of driving. With the shaft 5 turningabove an parts as a unit a shifter fork I34 the clutch releaseposiposition such as shown in Fig. 1 and further movement of the parts94 and port 44 at en ine shaft speed causes the weights ll throughtheirconnections with the shoes ll to move them into clutchingengagement with drum" which then in turning with the actuator 6| picksup the clutch rollers ll which then grip the drum 6|, fast to the lowspeed transmission drive shaft l1, and then as previously noted thedrive through gears 25, 42,12, 38 will turn the driven shaft 32 at lowspeed. Thereafter, at a predetermined car speed the shaft 28, which iscompanion member 62 and then when, as by a temporary reduction in speedof the drive for the member 84 as bytemporarily throttling the engine,these-parts are brought to a synchronized speed they move into mesh andthenon accelerating the motor the torque is picked up and thetransmission is in second speed from the shaft 28 through the gears 21,ll, I2, I! to shaft 32.

If, while in second gear, the operator wishes to gointo high speed ordirect drive. he deceleratesthe enginespeed so that the overrunning orone way roller brakeincluding the rollers will be released throughrelative differences in speed between the shaft 32 and its driver gearand on release the rotation of the planetary gearcarrier 24 will act toenergize the weights 8! which then act as previously described to bring"the clutch member 82 into engagement with clutch member 10. v

If while proceeding in high gear or direct drive the operator desires togo into second without waiting for or. changing the speed, his shiftingof the clutch member '2 from engagement with the member 80 brings thisabout. If in connection with adeceleration of the engine shaft 5 itisdesired to speed up the shift, applying the brake shoes to the drum l1will bring this about.

Where it isdesired to deliver the full torque of the engine through thelow gear ratio the second speed clutch may bev held out either by the Istructure shown in Fig. 5 or by placing the transmission in neutral andthen the brake band 83 is applied. Also with the structure shown in Fig.5

' the second speed clutch may be moved to a position of engagementinitially so that when the speed responsive engine clutch including thedrum 41 takes hold the transmission will be driven d1? rectly in second.

It is sometimes desirable that a very quick shift of low to second bemade at low car speeds as for instance in climbing a long steep gradewhere in-' stead of pulling up in low gear all the way it is possibleafter the car gains sufilcient momentum to shift into higher orsecond'gear. Where the functioning of the automatic second speed clutchis dependent upon the speed of the second speed shaft it is not alwayspossible to accomplish the shift from low to second under the conditionsabove mentioned, but the modification shown more particularly in Fig. 7permits the operator to shift into second underrelatively low speedconditions, and in this figure it is to be noted that the weightmovement limiting and supporting drum '89 of-the. speed responsive meansis mounted adjacent the clutch GI and the web portion 58 of the drum l1and is secured to these parts and to the part 60 by bolts similar to thebolts 59 shown in Fig. 1. The weights ii are pivoted at 61' to brackets68 and their ends ll enga'ge a collar I85 similar to the collar 12 and 6v Y 'aasso through said collar anda spring 13' exert pressure againstthe clutch element whichis slid ably keyed to the hub of the drum 69 andis generally similar 'to the clutch element 65 and is adapted to engageaclutch element I56 which is formed on the face of a gear I61 whichissimilar to the gear III of the first described construction, said gearbeing splined to the sleeve shaft 28 and associated in the same way asshown in Fig. 1

' st ction the centrifugal weights B6 are more quickly accelerated toproduce a movement of the clutch elements 65' to a clutch enBaEi Eposition with the clutch element I58, and even though in deceleratingthe engine to shift to second there is a temporary reduction in speed ofthe parts of the transmission, there is still enoughspeed and energy inthe second speed clutch weight 66' to keep the jaw clu h elements in anengageable position so far as to assure a dependable shift from low tosecond at much steeper grades and more quickly than the first describedarrange-v 'ment.

It is also to be noted that by using a jaw type clutch for the secondspeed with the clearance of the jaws 62 and 55 greater than the backlashof the planetary transmission gearing there is a certain freedom ofmovement between the shafts l1 and 26 which is important because of thetendency of the clutchrollers 63 to pick up any ,little movement'of saidshaft and also because of the differential action between said shaftsthrough the operation of the planetary gearing.

and as the gearing under these conditions oper-,

ates smoothly the manual or automatic operation of the high speed clutchmay be smoothly effected.

In place of the straight jaw clutch elements ll and 82 I may use a jawclutch of the overrunning type such as shown in detail in Fig. 6 inwhich the teeth 82' are adapted to overrun or mesh with the teeth Bil.these teeth corresponding insofar as general operation is conceme'd withthe teeth on the members 82 and 8|! of the. construction shown in Fig.1; it being noted,-however, that with this modified'construction theclutch elements may readily overrun each other before the speed of theplanetary carrier synchronizes with that of the driven shaft to effectthe direct drive which has been explained in detail in connection withthe'showing inFig. 1.

I desire, it to be understood that this invention is not to be limitedto any specific form or arrangement or parts except insofar as suchllmita tions are included in the claims.

What I claim as my invention is: I

l. A change speed transmission mechanism comprising a drive shaft, adriven shaft, a single planetary gear unit connecting said shaftsincluding a pair of transmission drive shafts, clutch mechanismconnecting one of said transmission drive shafts with said first nameddrive shaft;

speed responsive overrunningjaw clutch mechanism for establishing thedrive from said first named drive shaft through the other of saidtransmission drive shafts on a temporary reduction in speed of saidfirst named drive shaft, said gear unit including a planetary gearcarrier, automatic brake mechanism for said planetary carrier, andtspeedresponsive jaw clutch mechanism for connecting said carrier with saiddriven shaft for direct drive.

the comblnationof a drive shaft, a driven member,

' element mounted on 2. In a change speed transmission mechanism, shaft,

planetary gearing between said shafts for establishing a plurality ofgear ratios therebetween,

h an overrunning speed responsive jaw clutch connection for connectingone ratio of said gearing to said drive shaft and operable on atemporary reduction in speed of said drive shaft, the clearance betweenthe jaws of said clutch connection being greater than the backlash ofsaid gearing.

3. In a change speed transmission, the combination of a drive shaft, adriven shaft, planetary gearing between said shafts for establishingdifferent speed ratios therebetween, an overrunning jaw clutch mechanismfor connecting one ratio of said Searing to said drive shaftand'operable on a temporary reduction in speed of said drive shaft andincluding a shiftable jaw clutch speed responsive means controlling saidshiftable member, and manually operated means also acting to shift saidmember.

4. In a change'speed transmission, the com- Q bination of a drive shaft,a driven shaft, planetary gearing between said shafts for establishingdifferent speed ratios therebetween, clutch mechanism for connecting oneratio ofsaid gearing to said drive shaft and including a shiftableclutch member, speed responsive means controlling said member, andmanually operable means also acting to shift said member.

'5. In a change speed transmission, the com bination of a drive shaft, adriven shaft, a single planetary gear unit connecting said shaftsincluding a pair of transmission drive shafts, clutch mechanismconnecting one of said transmission drive shafts with said first nameddrive shaft, speed responsive overrunning Jaw clutch mechanism forestablishing the drive from said first named drive shaft through the,other of said transmission drive shafts on a temporary reduction inspeed of said first named dri e shaft, said gear unit including aplanetary gear carrier, au-

shaft, an automatically variable speed responsive controlledtransmission debination of a drive vice, an automatic speed responsiveclutch mech- .anism continuously connecting said shaft with said deviceduring the operation of said-drive shaft above an idling speed, andbrake mechanism for slowing down the driven element of said clutchmechanism.

9. In a change speed transmission, the combination of an engine havingan accelerator pedal control, a drive shaft, an automatically variablespeed responsive controlled transmission device, an automatic speedresponsive clutch mechanism connecting said shaft with said device,brake -mechanism for slowing down the driven element power means foroperating said of said clutch,

brake mechanism, and a control for said power means operable by offposition.

10. In a change speed transmission, the combination of a drive shaft, adriven shaft, a single said accelerator pedal in its planetary gear unit:between said shafts including a pair of transmission drive shafts, anautomatic clutch and a one way overrunning clutch connecting said driveshaft with oneof said transmission drive shafts, and an overrunning jawclutch operable through a temporary reduction in speed of the driveshaft to connect the second of said transmission drive shafts throughsaid automatic clutch with said drive shaft, and means for connectingsaid drive and driven shafts directly together through said gearing fordirect drive. 11. In a change 'speed transmission, the combination of adrive member, a driven shaft, an overrunning Jaw type clutch mechanismfor connecting said drive member with said driven shaft tomatic brakemechanism for said planetary carrier, and clutch lease of said brakemechanism for connecting said carrier with said driven shaft for directdrive. a

6. In a change speed transmission, the combination of a drive shaft, adriven shaft, planetary gearing between said shafts including aplanetary gear carrier, automatic brake mechanism for said carrier speedbetween said driven shaft and parts of said gearing, clutch mechanismfor connecting said carrier with said driven shaft on a release of saidbrake mechanism and including a shiftable clutch I said carrier, speedresponsive operated means for shifting said shiftable element includinga spring, and manually operable means for shifting said element to arelease position against the action of said spring.

7. In a change speed transmission, the combination of a drive shaft, adriven shaft, automatically variable change speed transmission mechanismbetween said shafts operable to change the speed ratio on said driveshaft and constantly connecting said shafts. in driving relatio said'transmissirn mechanism including an overrunning clutch to permit thedrive shaft to drop in speed relatively to the driven shaft and manuallycontrolled power operated means selectively operable at the willof theoperator for reducing the speed of said drive shaft to speed up thechange of speed ratio. 1 I

8. In a change p d transmission, the comreleasable on a changeinmechanism operable on the re- 1 a reduction in speed of speedresponsive mechanism.

adapted to drive in either direction including a shiftable jaw member,speed responsive mechanism for shifting saidgjaw member to a positionfor engagement, and manually operable means for moving said jaw memberto a position to render it inoperative from the automatic operation ofsaid 12. In a change speed transmission, the combination of a drivemember, a driven shaft, an overrunning Jaw type clutch mechanism forconnecting said drive member with said driven shaft including ashiftable jaw member, speed responsive mechanism for shifting said jawmember to a position for engagement, and manually operable means formoving both said speed responsive mechanism and said shiftable jawmember to a position to render said jaw member inoperative.

13. In' a change speed transmission, the com- 7 bination of a drivingshaft, a driven shaft, change speed planetary gearing between saidshafts ineluding a planetary gear carrier, automatic brake mechanismpreventing backward rotation of said carrier when driving through saidgearing, an

overrunning jaw clutch mechanism for connecting said carrier direct withsaid driven shaft, speed responsive mechanism mounted on said carrierfor controlling said clutch mechanism, said brake mechanism beingreleasable on a temporarydeceleration of the driving shaft, the parts ofsaid clutch mechanism being engageable when said speed responsivemechanism becomes operative on the rotation of said carrier and thespeed of/the planetary carrier a d said driven shaft are synchronized.

14. Inc. change speed transmission, the com bination of a driving shaft,a driven shaft, change speed planetary gearing between said shaftsineluding a planetary gear carrier, automatic brake mechanism preventingbackward rotation of said carrier when driving driven shafts and'nections between said driven shafts for driving the other of saiddriven shafts at a speed belowshaft.

transmission drive shafts for-one SD carrier when driving through saidgearing, a jaw clutch for connecting said carrier direct with saidmechanism becomes operative on the rotation of planetary carrier thecarrier and the speed of the and said driven shaft aresynchronized.

15. In a change speed transmission, the combinationif f a driving shaft,a driven shaft, change speed planetary gearing between said shaftsineluding a planetary gear carrier, automatic brake mechanism preventingbackward rotation of said through said gearing, an overrunning jaw typeclutch mechanism for connecting said carrier direct with said drivenshaft including a yieldingly mounted shiftable jaw clutch element, speedresponsive mechanism mounted on said carrier for moving said shiftableclutch member to an engaging position, said brake mechanism beingreleasable on a temporary deceleration of the driving shaft, saidshiftable clutch element engaging with its cooperative clutch elementwhen said speed responsive mechanism becomes operative on the rotationof said carrier and the speed of the planetary carrier and said drivenshaft are synchronized, and manually operable means for shifting saidshiftable jaw clutch element out of engagement with its cooperativeelement when the driving torque between said elements is temporarilybroken.

16. In a change speed transmission, the combination of a drive shaft, apair of driven shafts. a one way clutch connection between one of saidsaid drive shaft, gearing conthat of the drive shaft, speed responsiveoverrunning jaw clutch mechanism for establishing the drive from saiddrive shaft to the driven shaft being driven through said gearing on atemporary reduction in brake mechanism for slowing down said drive 1'7.In a change speed transmission, the combination of a drive member, adriven shaft, a single planetary gear unit between said drive member anddriven shaft including a pair of transmission drive shafts, a one wayoverrunning clutch connecting said drive member with oneof saidinoperable through a temporary reduction in speed of the drive member toconnect the second of said transmission drive shafts to said other speedratio of said unit, and means for connecting said drive member anddriven shaft disaid unit, an overrunning jaw clutc rectly togetherthrough said gearing for direct drive.

18. A change speed transmission mechanism comprising a drive member, adriven shaft, a reduction gear unit between saiddrive member and drivenshaft including a pair of transmission drive shafts, a one wayoverrimning clutch connecting said drive member with one of saidtransmission drive shafts for one speed ratio of said unit, anoverrunning law clutch operable through a temporary reduction in speedofsaid drive member to connect the second of said transmissiondriveshafts to said drive member for andrive member for anspeed of. saiddrive shaft, and

7 member. V

, porary reduction one way clutch element vshaft, a driven shaft,

means for said gearing,

member to bring the elements of said jaw clutch into overrunningrelation, andmeans for connecting said drive member and driven shaftdirectlytogether through said gearing for direct drive.

19. In a change speed transmission, the combination of a drive shaft, adriven shaft, change speed planetary gearing between said shaftsincluding a planetary gear carrier, automatic brake mechanism preventingbackward carrier when driving through, said gearing, a manual controlfor said brake mechanism whereby to put said gearing in forward, neutralor reverse drive, a clutch mechanism for connecting said carrierdirectwith said driven shaft, speed responsive mechanism mounted on saidcarrier for-controlling said clutch, means for releasing said last namedclutch mechanism when the transmission is placed in neutral or reversecomprising';a cam operatively connected with the manual control for saidbrake mechanism, and meansfor independently releasing said last namedclutch mechanism.

20. In a change s transmission mechanism, the combination of a driveshaft, a driven shaft, transmission mechanism connecting said shaftsincluding a pair of transmission drive shafts having change speedgearing therebetween, an overrunning clutch connecting one of saidtransmission drive shafts with said first named drive shaft, speedresponsive overrunning jaw clutch mechanism for establishing the drivefrom said first named drive shaft through the other of said transmissiondrive shafts on a temin speed of said first named drive shaft, theclearance between the jaws of said jaw clutch mechanism being greaterthan the backlash of said gearing.

21. In a change speed transmission mechanism, the combination of a driveshaft, transmission mechanism shafts including a pair of transmissiondrive shafts, a free wheeling clutch connecting one of said transmissionshafts with said drive shaft, and an overrunning speed other of saidtransmission drive shafts, the clearance between the jaws of said lastnamed clutch connection being greater than that of said free wheelingclutch to provide freedom of movement between said transmission driveshafts.

,2 2. In a change speed transmission, the com-. bigiation of a drivemember having an overrunfifiig jaw clutch element and an overrunningsecured thereto, a pair of driven shafts, one of said shafts having acooperative one way clutch element mounted thereon and the other of saidshafts having a jaw clutch element movable into engagement with the jawclut 23. In vehicle transmissions of variable speed ratiocharacteristics, the combination of a drive variable speed ratio gearingbetween said shafts, transmission control clutch mechanism controlledthereby operable to establish difierent ratios including low, reverseand intermediate through said gearing embodying a speed. responsivedirect coupling clutch providing positive engine braking between saidshafts, centrifugal means to operate said clutch, means to disengagesaid clutch, and means for preventing operation rotation of said 1shaft, a driven connecting said responsive jaw clutch connection between.said drive shaft and the h element on said drive of said centrifugalmeans when the transmission control means is set for reverse andintermediate speeds.

24. In gearing controls, in combination, driving and driven elements, arotary member, gearing carried by saidmemben a planetary gear whichoperatively connects the driving element and said gearing for at leasttwo separate forward geared speed ratios and a clutch which positivelyconnects, the driven element and said member for solid two-way drivetherebetween, governor means eil-ective to alternate drive througheither of said planetary gear or said positive clutch, and manual meansoperative to set'aside the action of said clutch while compelling' drivethrough said gear for either of the said two separate forward speedratios.

25. In controls for power drive devices, in combination, variable speedplanetary gearing, ineluding a one-way rotatable member effective tosustain torque during forward geared drive of said gearing, clutch meansto transmit torque when said member is non-driving including a positivetwo-way clutch coupling input and output shafts of said gearing,establish additional geared second rotatable'element of said gearingagainst rotation, a common control for said member and said shiftablemeans effective to render said drive by looking a member inoperablewhile looking said element shiftable means to sasso elements with saidmembers forces tending! to engage said clutch, speed operated meansrotating with said clutch effective upon said biasing means at apredetermined speed to establish engaging forces upon said clutch,disabling means operative to set aside the eflect of said speed operatedand said biasing means when said selector is moved to one of saidpositions, and operative when the selector is moved to another of'saidpositions'to restore the action of said speed operated and said biasingmeans, and means moved by said auxiliary selector effective upon saiddisabling means when said auxiliary selector .is placed in apredetermined position. I

27. In planetary gearing, for motor vehicle drives, in combination, adriving shaftsa driven shaft, a transmission assembly adapted totransmit power therebetween including a 'low speed sun gear, a secondspeed. sun gear, an output sun gear fixedly rotating with said drivenshaft; a carrier supporting multiple planet gears meshing with the saidsun gears; clutch means arranged to connect said driving shaft with saidlow or with said second speed sun gears, automatic clutch means adaptedto permit said'low speed sun gear to idle when said second speed sungearis driving, one-way clutch means to prevent retrograde rotation of saidcarrier when said low' or second speed sun gears are transmitting drive,clutch means arranged to couple said carrier for two-way drive directlywith said driven shaft while said first named clutch means maintainstwo-way drive between said second speed sun gear and said driving shaft,and twoway braking means for said carrier effective when looked toprovide engine braking when said second speed sun gear is locked. I

OSCAR H. BANKER.

when engaged. a

member clutchable by said coupling clutch; stressable biasing meanscapable of establishing

